Uncoupling arrangement for railway freight cars

ABSTRACT

An uncoupling arrangement for unlocking the coupler of a railway freight car and particularly a long length freight car having a long overhang. A flexible cable or cablelike member extends between a linkage connected to the lift lifter assembly beneath the coupler and a manual operator adjacent a side of the railway car for actuating the flexible cable and unlocking the coupler. The flexible cable extends from the manual operator first beneath the underframe to the center sill, and then outwardly beneath the coupler shank to the coupler head. Supporting means for the flexible cable react against forces which result from the actuation of the operator thereby to permit an actuating movement of the cable relative to the supporting means for effecting unlocking of the coupler.

United States Patent [72] Inventors Boris S. Terlecky St. Look County; Jan D. Holt. St. Charles, both of, Mo. [21] Appl. No. 868,285 [22] Filed Oct. 14, 1969 [45] Patented Aug. 10, 1971 [73] Assignee ACF Industries, Incorporated New York. N.Y.

[S4] UNCOUPLING ARRANGEMENT FOR RAILWAY FREIGHT CARS 14 Claims, 15 Drawing Figs.

[52] U.S.Cl 213/162, 213/166, 213/217 511 rm.c| 861g 1/16, B61 g 3/08 [50] Field oISearch 213/162, 217,165,218,166

[56] References Cited UNITED STATES PATENTS 1,618,605 2/1927 Rockenstire 213/162 Primary Examiner-Drayton E. Hoffman Attorney-Eugene N. Riddle ABSTRACT: An uncoupling arrangement for unlocking the coupler of a railway freight car and particularly a long length freight car having a long overhang. A flexible cable or cablelike member extends between a linkage connected to the lift lifter assembly beneath the coupler and a manual operator adjacent a side of the railway car for actuating the flexible cable and unlocking the coupler. The flexible cable extends from the manual operator first beneath the underframe to the center sill, and then outwardly beneath the coupler shank to the coupler head. Supporting means for the flexible cable react against forces which result from the actuation of the operator thereby to permit an actuating movement of the cable relative to the supporting means for effecting unlocking of the coupler.

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ATTORNEY UNCOUPLING ARRANGEMENT FOR RAILWAY FREIGHT CARS CROSS-REFERENCE TO RELATED APPLICATION This application is a continuation-in-part application of copending application Ser. No. 837,751 filed June 30, 1969, now abandoned and entitled Uncoupling Arrangement for Railway Freight Cars.

BACKGROUND OF THE INVENTION Especially with long length railway cars having a long overhang, such as 89' flat cars for the transport of highway trailers, the bypassing of couplers results in damage to uncoupling rods which'extend transversely between the coupler head and a side of the railway cars. Such uncoupling rods are easily bent when contacted by a bypassed coupler and repairs are costly and time consuming. U.S. Pat. No. 3,245,553 dated Apr. 12, I966 discloses a fluid-operated uncoupling mechanism which is mounted primarily beneath the body of a railway car. However, this arrangement is rather complicated with one fluid cylinder carried beneath the coupler head and a second fluid cylinder mounted adjacent the side of the railway car.

DESCRIPTION OF THE INVENTION The present invention is adapted for use with long length, long overhang freight cars, and particularly with cushioned freight cars, such as cars having end-of-car cushioning units with twelve inches or more of travel of inches. In the event couplers are bypassed, any damage to the uncoupling arrangement is minimized since the uncoupling mechanism is mounted generally beneath the coupler shank and the car body.

The present invention comprises an uncoupling arrangement beneath the coupler head of a railway car for lifting the coupler lock to unlock the coupler. The uncoupling arrange ment comprises linkage means connected to the lock lifter for actuating the lock lifter to unlock the coupler, a flexible cable or cablelike actuating member extending generally between the linkage means and a side of the railway car, an operator mounted adjacent a side of the car and operatively connected to the flexible actuating member for exerting an actuating force thereon upon actuation of said operator, and means supporting the actuating member for reacting forces resulting from the actuation of the operator and the cablelike actuating member thereby to permit actuation of the flexible actuating member relative to the supporting means for effecting movement of the linkage means and unlocking of the coupler, the flexible cablelike actuating member extending from the operator first beneath the underframe of the railway car to a position generally adjacent the center of the car and then outwardly generally beneath the shank of the coupler to a position generally adjacent the lock lifter.

'I'lte cablelike actuating member comprises an outer casing receiving an inner shaft which is mounted for movement relative to the outer casing. The outer casing reacts against forces which result from the movement of the inner shaft to effect unlocking of the coupler thereby to restrain a tendency of the shaft to bow outwardly. The inner shaft may be actuated by either a rotative or longitudinal movement relative to the outer casing.

The flexible actuating member also permits longitudinal and lateral movements of the coupler relative to the car body and is not damaged upon a bypassing of couplers. Existing railway cars having E-type and F-type couplers may be easily retrofitted with the present invention, if desired.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

In the accompanying drawings, in which several of various possible embodiments of the invention are illustrated,

FIG. 1 is a side elevation of an end portion of a railway flat car showing the uncoupling arrangement comprising one embodiment of the present invention connected to the coupler;

FIG. 2 is a top plan of the railway car end portion shown in FIG. 1;

FIG. 3 is an end elevation of a railway flat car shown in FIGS. 1 and 2 and having the uncoupling arrangement comprising the present arrangement thereon;

FIG. 4 is an enlarged side elevation indicating the coupler and uncoupling arrangement in an unlocked position;

FIG. 5 is a section taken generally along line 5-5 of FIG. 4 and showing the flexible cable for actuating the uncoupling arrangement;

FIG. 6 is a side elevation, partly diagrammatic, indicating the uncoupling arrangement in solid lines in an unlocked position, and in broken lines in locked position;

FIG. 7 is a side elevation ofa modification of the present invention in which the reaction member and support for the flexible cable are supported entirely by the coupler;

FIG. 8 is a further embodiment of the invention indicating in top plan the uncoupling arrangement employed with a cushioned sliding sill;

FIG. 9 is a side elevation of the uncoupling arrangement for the cushioned sliding sill arrangement shown in FIG. 8;

FIG. 10 is a side elevation of another embodiment of the present invention adapted particularly for use with an F-type coupler and showing the uncoupling arrangement in locked position;

FIG. II is a side elevation similar to FIG. 10 but showing the uncoupling arrangement of FIG. 10 in unlocked position;

FIG. 12 is an enlarged plan of the manual operator looking generally along line I2I2 ofFlG. 10;

FIG. 13 is a front elevation of another embodiment of the present invention in which a flexible actuating member is mounted for rotation to effect unlocking ofthe coupler;

FIG. 14 is a plan of the embodiment illustrated in FIG. 13; and

FIG. 15 is a partial side elevation of the flexible actuating member of FIGS. 13 and 14 shown connected to the coupler.

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Referring now to the drawings for a better understanding of this invention and more particularly to the embodiment shown in FIGS. l--6, the end portion ofa railway flat car is generally indicated 10 and includes an underframe 1 1 having a center sill 12 extending the length of the car and having a flared open outer end. An end sill 14 extends transversely of the car and a coupler carrier 16 is secured between sides of center sill 12. A striker 18 extends outwardly from the upper portion of end sill 14.

Supported on coupler carrier 16 within the outer open end of center sill 12 is a coupler generally indicated 20 having a coupler shank 22 and a coupler head 24. Coupler head 24 includes a knuckle 26 which is adapted to open and close. Connected to the rear end of coupler shank 20 is a yoke 28 pivotally connected at 30 to coupler shank 22. A hydraulic cushion unit generally indicated 32 is mounted adjacent the rear portion olyoke 28 and has a travel ofaround I5 inches in buff. Hydraulic cushion device 32 may be of the general type shown in U.S. Pat. No. 3,265,222 dated Aug. 9, 1966, issued to CB. Goldman, the entire disclosure of which is incorporated by this reference. v

Mounted beneath coupler head 24 is a rotary lock lifter assembly generally indicated 36 including a rotor lever 38 and a toggle 40. Toggle 40 is connected to the lower end of lock 42 which is raised in an upward rotary motion by toggle 40 for unlocking coupler 20. A generally stirrup-shaped hook member 44 has one end fitted within rotary lock lifter assembly 36 and upon rotation of hook member 44 toggle 40 is moved upwardly in a rotary motion to lift lock 42 for unlocking the coupler. Hook or rod member 44 is generally identical to the connecting end portion of the conventional uncoupling rod arrangement. A link 46 is pivotally mounted about an end of hook member 44 and a nut 50 secures link 46 on rod member 44.

To actuate link 46, a flexible cable generally indicated 52 extends between link 46 and a side of the railway car. Flexible cable 52 comprises an outer sheath or casing 54 having an inner movable shaft 56. Shaft 56 is pivotally connected at 58 to link 46 adjacent one end of cable 52. A handle 60 is mounted for pivotal movement within a sleeve 62 on end sill 14. An arm 64 on an inner end of handle 60 is pivotally connected at 66 to the other end of shaft 56. A bracket 68 which carries sleeve 62 is secured to the car body or underframe 11 and outer sheath 54 is secured to an extension 69 on bracket 68. Cable 52 extends from link 46 beneath shank 22 of coupler 20, and thence beneath underframe 11 to arm 54. Thus, upon any bypassing of couplers, any damage to cable 52 would be greatly minimized or eliminated.

Upon gripping handle 60 and lifting upwardly, inner shaft 56 is pulled outwardly by arm 64 and a pulling force is exerted on link 46 for actuating hook member 44 to unlock the coupler. To react against the pulling force exerted by shaft 56, an elongate reaction member generally indicated 70 is provided. The forward end portion 72 of reaction member 70 is pivotally mounted to hook member 44 and cable 52 is secured by a collar 73 to reaction member 70. Rear portion 74 of reaction member 70 includes a pipe secured to portion 72 and receiving flexible cable 52. A hanger bracket generally indicated 78 is secured to the underside of underframe I1 and includes an intermediate bar 80 which forms an elongate opening 82 with lower leg 84 of bracket 78, as shown in FIG. 3. Pipe 74 fits within elongate opening 82 and may slide longitudinally of railway car and swing in a horizontal plane. However, any upward movement of reaction member 70 is restrained by intermediate bar 80.

As shown in FIG. 6, upon the manual lifting of handle 60, shaft 56 is pulled inwardly at coupler head 24. The inward pulling force exerted by shaft 56 tends to pivot link 46 outwardly with reaction member 70. Cable 52, however, is supported and secured at 73 to reaction member 70 and the pulling force exerts an upward force thereat which tends to raise rear portion 74. Hanger 78 restrains the upward movement of pipe 74 and link 46 is actuated to rotate hook member 44 and thereby move lock lifter assembly 36 in an upward ro' tary movement for unlocking the coupler. Arc A (FIG, 6) indicates travel of link 46.

Upon release of handle 60 after unlocking of the coupler, the weight of lock 42 urges link 46 to its original position shown in broken lines in FIG. 6, and inner shaft 56 likewise returns to its original position.

The above arrangement can be easily mounted on an E-type coupler or an F-type coupler without any modification in the coupler structure. Thus, existing railway cars may be retrofitted with the uncoupling arrangement such as shown in FIGS. l6 without any modification made to the coupler or lock lifter assembly.

Referring now to FIG. 7, a modified arrangement is illustrated in which the reaction member is supported entirely from the coupler head. A support arm 86 is secured to reaction member 70A and is pivotally connected at 88 to a pin on the underside of coupler head 24A. Cable 52A is secured at 73A to reaction member 70A. Link 46A is actuated in the same manner as the uncoupling arrangement shown in FIGS. I--6 for unlocking the coupler. By mounting reaction member 70A from coupler head 24A, the reaction resulting from the actuation of shaft 56A is reacted by arm 86 and pivot 88 on coupler head 24A. Thus, the use of a separate member, such as a hanger bracket or the like, is eliminated in the embodiment shown in FIG. 7.

Referring now to FIGS. 8 and 9, embodiment of the uncoupling arrangement is shown for use with a cushion sliding sill arrangement. A railway car generally indicated 108 includes an underframe 113 having a fixed center sill 90 receiving a movable sliding center sill 92. Sliding center sill 92 is cushioned by a center-of-car cushioning arrangement (not shown) which permits a travel T of 20 inches in either direction of travel. Hanger bracket 78B is mounted on the underside of sliding sill 92. Coupler 20B has a coupler head 24B thereon as mounted within the open outer end of sliding sill 92 and moves therewith. Reaction member 70B has an inner end portion supported on hanger 78B and flexible cable 528 extends between coupler head 24B and a side of railway car 108. Upon a lifting of handle 608, a pulling force is exerted on inner shaft 568 in a manner similar to that of the embodiment shown in FIGS. 16 and the coupler is unlocked.

Referring to FIGS. 1012, a specific embodiment of the in vention is shown for use with an F-type coupler generally designated 96. Coupler 96 has an integral lug 98 thereon having a central opening. Flexible cable 52C has inner shaft 56C anchored to an extension 97 secured to lug 98 by pin 100. A rod member or rotor 102 is operatively connected to the lock and has an eye on its outer end. A lock lifter assembly forms a linkage generally indicated 104 and is connected to the eye on rotor 102. Outer sheath 54C of cable 52C is connected to linkage 104 for actuating linkage 104 to rotate rotor 102 to unlock the coupler. Outer sheath 54C and inner shaft 56C form concentric portions of cable 52C which are adapted for relative longitudinal movement. Handle 60C is pivotally mounted within bracket 106 on the end of the railway car generally designated 10C. An eccentric 108 on the inner end of handle 60C is connected to outer sheath 54C. Inner shaft 56C is anchored at 110 to support 112. Hanger bracket 78C supports cable 52C. Upon upward lifting of handle 60C from the position shown in FIG. 10 to the position shown in FIG. 11, a pushing force is exerted on outer sheath 54C to move linkage 104 and rotor 102 to the unlocked position of coupler 96 shown in FIG. 11.

Referring to FIGS. l3-15, another embodiment of the invention is shown in which a flexible actuating member is rotated for unlocking the coupler. A flexible cable 52D comprises an outer fixed casing 54D and an inner rotatable shaft 56D arranged in concentric relation to casing 54D. Inner shaft 54D is secured in axial relation to the inner end ofhandle 60D which is mounted for pivotal movement within a sleeve 62D fixed to bracket plate 68D on the end sill. A coupling 116 connects the inner end of handle 60D to inner shaft 56D so that upon a manual lifting of handle 60D rotation of inner shaft 56D is effected. Outer casing 54D is secured by sleeve 118 to bracket 68D. Casing 54D is also supported intermediate its ends by a chain support 120 mounted on the inner surface of the end sill, and a U-bolt support 122 mounted on the lower surface of coupler carrier 124. An F-type coupler generally designated 96D has a rotor 102D with an eye on its outer end. A hook 126 fits within the eye on rotor 102D and a coupling 128 secures an end of hook 126 to inner rotatable shaft 56D. Outer casing 54D is secured by a clamp 130 to a lug on coupler 96D. Rotation of inner shaft 56D by handle 60D effects rotation of hook 126 and rotor 102D for actuating the lock lifter to unlock the coupler. Outer cable portion or casing 54D acts both to guide and to support inner rotatable shaft 56D. Shaft 56D would tend to kink" when actuated if not supported or guided by suitable means.

While the trainline is not illustrated in the drawings of this application, it is to be understood that the trainline may be supported from the support means for the flexible cablelike actuating member. Further, if desired, a suitable actuating handle could be provided from each side of the railway car with suitable connections to the flexible cablelike actuating member.

We claim:

1. In a railway car having a car body and a coupler including a lock lifter assembly beneath the coupler head of the coupler; the improvement of an uncoupling arrangement for actuating the lock lifter assembly beneath the coupler head to unlock the coupler and comprising; a linkage beneath the coupler head operatively connected to the lock lifter assembly, a flexible cable extending generally between the linkage and a side of the railway car and comprising generally continuous inner and outer concentric portions mounted for relative movemerit, a manual operator mounted adjacent a side of the car and connected to one of said concentric portions to provide relative movement between the inner and outer portions upon a manual actuation of said operator, said one of the concentric portions being connected to said linkage beneath the coupler head for moving said linkage in a generally vertical plane upon actuation of the manual operator, means anchored beneath the coupler head restraining movement of an adjacent end portion of the other concentric portion upon actuation of said manual operator, and additional means on the car body restraining movement of an adjacent portion of said other concentric portion thereby to effect relative movement between the concentric portions and unlocking of the coupler.

2. in a railway car as set forth in claim 1, said one of the concentric portions comprising the inner concentric portion connected to the linkage and said other concentric portion comprising the outer concentric portion.

3. ln a railway car as set forth in claim 1, said one'of the concentric portions comprising the outer concentric portion connected-to the linkage and said other concentric portion comprising the inner concentric portion.

4. lna railway car having a car body and a coupler including a lock lifter; an uncoupling arrangement for unlocking the coupler comprising, a linkage connected to the lock lifter generally beneath the coupler for imparting an upward motion to the lock lifter for unlocking the coupler, a flexible cable extending generally between the linkage and a side of the railway car and comprising generally continuous inner and outer concentric portio'ns mounted for relative longitudinal movement, said flexible cable having sufficient slack to allow full longitudinal and lateral movements of the coupler without appreciable relative movement of the concentric portions of the flexible cable, a manual operator mounted adjacent a side of the car and connected to one of said concentric portions for exerting a longitudinal force thereon upon a manual actuation of said operator, one of the concentric portions being connected beneath the coupler to said linkage for moving said linkage in a generally vertical plane upon a longitudinal force exerted thereon, means anchored beneath the coupler restraining movement of an adjacent end portion ofthe other of the concentric portions upon actuation of said manual operator, and additional means on the car body restraining movement of an adjacent portion of said other concentric portion to effect relative longitudinal movement between the concentric portions and movement of said linkage resulting in unlocking of the coupler.

5. In a railway car as set forth in claim 4, an end-of-car cushion unit mounted rearwardly of and connected to the coupler for cushioning impact forces and having a travel of at least around twelve inches, said flexible cable permitting relative movement between the manual operator and the coupler upon cushioned movement of the coupler and upon lateral swinging movement of the coupler.

6. in a railway car as set forth in claim 4, said railway car including a sliding center sill mounted for cushioned sliding movement relative to the car body a distance of around twenty inches in each direction of travel and carrying the coupler, said flexible cable permitting relative longitudinal movement between the coupler and the car body.

7. In apparatus for unlocking a movable railroad car coupler having a rotatable member for locking and unlocking the coupler; a flexible cable having an outer casing and an inner shaft, linkage connecting one end of said inner shaft to the rotatable member, a reaction member for the cable, one element of said linkage being pivotally mounted on a forward end of said reaction member. said casing being supported at least partially on said reaction member. and means to restrain pivotal inovcmcnt ofthc reaction member in a generally vertical plane, the rear portion of said reaction member being free-floating adjacent a fixed portion of the car so that upon actuation of the cable, the rear portion of said reaction member is restrained against a vertical pivotal movement to anchor the casing of the cable and enable the inner shaft thereof to actuate said linkage, and thereby move the rotatable member to its unlocking position.

8. in an uncoupling arrangement for unlocking the coupler of a railway car, said coupler having a coupler head and a coupler shank with a lock lifter assembly beneath the coupler head, a rod member connected to the lock lifter assembly for unlocking the coupler, a linkage connected to said rod member generally beneath the coupler head for imparting a rotary motion to said rod member' for actuating the lock lifter assembly, an actuating means including a flexible cable connected to said linkage for moving said linkage in a vertical plane generally in vertical alignment with the coupler shank, said flexible cable having a flexibleouter sheath and inner shaft, and extendingfrom the linkage to a side of the car beneath the body of the railway car with sufficient slack to permit swinging and longitudinal movements of said coupler relative to said body, said actuating means including a handle mounted adjacent a side of the car and connected to said inner shaft to move the inner shaft relative to the outer sheath upon actuation thereof, and a rigid reaction member pivotally connected adjacent its forward end to said rodmember generally beneath the coupler head and fixed adjacent its other end to said sheath for reacting forces resulting from the actuation of said actuating means.

9. In an uncoupling arrangement for actuating the lock lifter beneath a coupler head of a railway car for unlocking the coupler; a linkage connected to the lock lifter generally beneath the coupler head for imparting an upward movement to the lock lifter for unlocking the coupler, a flexible shaft extending generally between the linkage and a side of the railway car, a manual operator mounted adjacent a side of the car and operatively connected to the flexible shaft for exerting an actuating force thereon upon a manual actuation of said operator, a casing extending about at least a portion of the flexible shaft, said casing and shaft being of a length to provide an intermediate slack portion for permitting swinging and longitudinal movements of said coupler relative to the body of the railway car without appreciable relative movement between the shaft and casing, means connected to and anchored beneath the coupler headsupporting said casing for reacting forces resulting from the actuation of said manual operator and said flexible shaft, and additional means on the body of the railway car supporting the casing and reacting forces resulting from the actuation of said manual operator thereby to permit relative movement between theshaft and the casing for effecting movement of the linkage and unlocking of the coupler. I a

10. in a railway car having an underframe, and a coupler including a coupler shank and a lock lifter; the improvement of an uncoupling arrangement for unlocking the coupler comprising, a linkage connected to the lock lifter generally beneath the coupler for imparting an upward movement to the lock lifter for unlocking the coupler, a flexible cablelike actuating member extending generally between the linkage and a side of the railway car, a manual operator mounted adjacent a side of the car and operatively connected to the flexible actuating member for exerting an actuating force thereon upon a manual actuation of said operator, supporting means connected to and anchored beneath the coupler head supporting said flexible actuating member for reacting forces resulting from the actuation of said manual operator and said flexible actuating member, and additional supporting means carried by the underframe supporting said flexible actuating member for reacting forces resulting from the actuation of said manual operator thereby to permit actuation of the flexible actuating mcmbcr rclativc to the supporting means for effecting movement ofthe linkage and unlocking of the coupler, said flexible actuating mcmbcr extending from said manual operator first beneath the underframe of the railway car to a position generally adjacent the center of the car and thence outwardly generally beneath the shank of the coupler to a position generally adjacent the lock lifter.

11. In a railway car as set forth in claim 10 wherein said cablelike actuating member comprises an outer sheath connected to said linkage and said means supporting the outer sheath comprises an inner shaft received within the outer sheath and having end portions extending beyond the outer sheath, said end portions being anchored for supporting the outer sheath.

12. In a railway car as set forth in claim 10 wherein said cablelike actuating member comprises an inner shaft and said supporting means comprising an outer casing receiving the inner shaft for relative rotative movement, said operator being connected to said inner shaft for rotating the shaft relative to the outer casing to unlock the coupler.

13. In a railway car as set forth in claim 10 wherein said cablelike actuating member comprises an inner shaft and said supporting means comprises an outer casing receiving the inner shaft for relative longitudinal movement, said operator being connected to the inner shaft for moving the inner shaft longitudinally relative to the casing to unlock the coupler.

14 In an uncoupling arrangement for actuating the lock lifter beneath a coupler head ofa railway car for unlocking the coupler; a linkage connected to the lock lifter, a flexible cable extending generally between the linkage and a side of the railway car, said flexible cable including an inner shaft and an outer casing, a manual operator mounted adjacent a side of the car and connected to one end of said inner shaft for rotating said inner shaft being connected to said linkage for imparting a rotative movement thereto, said flexible cable having sufficient slack to allow full longitudinal and lateral movements of the coupler without appreciable relative movement of the inner shaft and outer casing of the flexible cable, means connected to and anchored beneath the coupler head restraining said outer casing against rotative movement with the inner shaft and reacting forces resulting from the rotation of said inner shaft, and additional means on the body of the railway car restraining the outer casing against rotative movement with the inner shaft and reacting forces resulting from the rotation of the inner shaft to permit relative rotative movement of the inner shaft for unlocking the coupler head.

mg UNITED STATES PATENT OFFICE CERTIFICATE OF CORRECTION Patent No. 3,59 5 Dated August 97 Inventor(s) Boris S. Terlecky and Jan D. Holt It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

' Column 1, line 31, after travel insert or fi cushioned sliding sill cars having a cushioned travel Column 3, line 70, after "Figs. 8 and 9, insert an outer Column 8, line 7, after "shaft" insert relative to the casing, the other end of said inner shaft Signed and sealed this 16th day of May 1972.

(SEAL) Attest:

EDWARD M.FLE'ICHER, ROBERT GOTTSCHALK Commissioner of Patents AttestingOfficer 

1. In a railway car having a car body and a coupler including a lock lifter assembly beneath the coupler head of the coupler; the improvement of an uncoupling arrangement for actuating the lock lifter assembly beneath the coupler head to unlock the coupler and comprising; a linkage beneath the coupler head operatively connected to the lock lifter assembly, a flexible cable extending generally between the linkage and a side of the railway car and comprising generally continuous inner and outer concentric portions mounted for relative movement, a manual operator mounted adjacent a side of the car and connected to one of said concentric portions to provide relative movement between the inner and outer portions upon a manual actuation of said operator, said one of the concentric portions being connected to said linkage beneath the coupler head for moving said linkage in a generally vertical plane upon actuation of the manual operator, means anchored beneath the coupler head restraining movement of an adjacent end portion of the other concentric portion upon actuation of said manual operator, and additional means on the car body restraining movement of an adjacent portion of said other concentric portion thereby to effect relative movement between the concentric portions and unlocking of the coupler.
 2. In a railway car as set forth in claim 1, said one of the concentric portions comprising the inner concentric portion connected to the linkage and said other concentric portion comprising the outer concentric portion.
 3. In a railway car as set forth in claim 1, said one of the concentric portions comprising the outer concentric portion connected to the linkage and said other concentric portion comprising the inner concentric portion.
 4. In a railway car having a car body and a coupler including a lock lifter; an uncoupling arrangement for unlocking the coupler comprising, a linkage connected to the lock lifter generally beneath the coupler for imparting an upward motion to the lock lifter for unlocking the coupler, a flexible cable extending generally between the linkage and a side of the railway car and comprising generally continuous inner and outer concentric portions mounted for relative longitudinal movement, said flexible cable having sufficient slack to allow full longitudinal and lateral movements of the coupler without appreciable relative movement of the concentric portions of the flexible cable, a manual operator mounted adjacent a side of the car and connected to one of said concentric portions for exerting a longitudinal force thereon upon a manual actuation of said operator, one of the concentric portions being connected beneath the coupler to said linkage for moving said linkage in a generally vertical plane upon a longitudinal force exerted tHereon, means anchored beneath the coupler restraining movement of an adjacent end portion of the other of the concentric portions upon actuation of said manual operator, and additional means on the car body restraining movement of an adjacent portion of said other concentric portion to effect relative longitudinal movement between the concentric portions and movement of said linkage resulting in unlocking of the coupler.
 5. In a railway car as set forth in claim 4, an end-of-car cushion unit mounted rearwardly of and connected to the coupler for cushioning impact forces and having a travel of at least around twelve inches, said flexible cable permitting relative movement between the manual operator and the coupler upon cushioned movement of the coupler and upon lateral swinging movement of the coupler.
 6. In a railway car as set forth in claim 4, said railway car including a sliding center sill mounted for cushioned sliding movement relative to the car body a distance of around twenty inches in each direction of travel and carrying the coupler, said flexible cable permitting relative longitudinal movement between the coupler and the car body.
 7. In apparatus for unlocking a movable railroad car coupler having a rotatable member for locking and unlocking the coupler; a flexible cable having an outer casing and an inner shaft, linkage connecting one end of said inner shaft to the rotatable member, a reaction member for the cable, one element of said linkage being pivotally mounted on a forward end of said reaction member, said casing being supported at least partially on said reaction member, and means to restrain pivotal movement of the reaction member in a generally vertical plane, the rear portion of said reaction member being free-floating adjacent a fixed portion of the car so that upon actuation of the cable, the rear portion of said reaction member is restrained against a vertical pivotal movement to anchor the casing of the cable and enable the inner shaft thereof to actuate said linkage, and thereby move the rotatable member to its unlocking position.
 8. In an uncoupling arrangement for unlocking the coupler of a railway car, said coupler having a coupler head and a coupler shank with a lock lifter assembly beneath the coupler head, a rod member connected to the lock lifter assembly for unlocking the coupler, a linkage connected to said rod member generally beneath the coupler head for imparting a rotary motion to said rod member for actuating the lock lifter assembly, an actuating means including a flexible cable connected to said linkage for moving said linkage in a vertical plane generally in vertical alignment with the coupler shank, said flexible cable having a flexible outer sheath and inner shaft, and extending from the linkage to a side of the car beneath the body of the railway car with sufficient slack to permit swinging and longitudinal movements of said coupler relative to said body, said actuating means including a handle mounted adjacent a side of the car and connected to said inner shaft to move the inner shaft relative to the outer sheath upon actuation thereof, and a rigid reaction member pivotally connected adjacent its forward end to said rod member generally beneath the coupler head and fixed adjacent its other end to said sheath for reacting forces resulting from the actuation of said actuating means.
 9. In an uncoupling arrangement for actuating the lock lifter beneath a coupler head of a railway car for unlocking the coupler; a linkage connected to the lock lifter generally beneath the coupler head for imparting an upward movement to the lock lifter for unlocking the coupler, a flexible shaft extending generally between the linkage and a side of the railway car, a manual operator mounted adjacent a side of the car and operatively connected to the flexible shaft for exerting an actuating force thereon upon a manual actuation of said operator, a casing extending about at least a portion of the flexible shaft, said casing and shaft Being of a length to provide an intermediate slack portion for permitting swinging and longitudinal movements of said coupler relative to the body of the railway car without appreciable relative movement between the shaft and casing, means connected to and anchored beneath the coupler head supporting said casing for reacting forces resulting from the actuation of said manual operator and said flexible shaft, and additional means on the body of the railway car supporting the casing and reacting forces resulting from the actuation of said manual operator thereby to permit relative movement between the shaft and the casing for effecting movement of the linkage and unlocking of the coupler.
 10. In a railway car having an underframe, and a coupler including a coupler shank and a lock lifter; the improvement of an uncoupling arrangement for unlocking the coupler comprising, a linkage connected to the lock lifter generally beneath the coupler for imparting an upward movement to the lock lifter for unlocking the coupler, a flexible cablelike actuating member extending generally between the linkage and a side of the railway car, a manual operator mounted adjacent a side of the car and operatively connected to the flexible actuating member for exerting an actuating force thereon upon a manual actuation of said operator, supporting means connected to and anchored beneath the coupler head supporting said flexible actuating member for reacting forces resulting from the actuation of said manual operator and said flexible actuating member, and additional supporting means carried by the underframe supporting said flexible actuating member for reacting forces resulting from the actuation of said manual operator thereby to permit actuation of the flexible actuating member relative to the supporting means for effecting movement of the linkage and unlocking of the coupler, said flexible actuating member extending from said manual operator first beneath the underframe of the railway car to a position generally adjacent the center of the car and thence outwardly generally beneath the shank of the coupler to a position generally adjacent the lock lifter.
 11. In a railway car as set forth in claim 10 wherein said cablelike actuating member comprises an outer sheath connected to said linkage and said means supporting the outer sheath comprises an inner shaft received within the outer sheath and having end portions extending beyond the outer sheath, said end portions being anchored for supporting the outer sheath.
 12. In a railway car as set forth in claim 10 wherein said cablelike actuating member comprises an inner shaft and said supporting means comprising an outer casing receiving the inner shaft for relative rotative movement, said operator being connected to said inner shaft for rotating the shaft relative to the outer casing to unlock the coupler.
 13. In a railway car as set forth in claim 10 wherein said cablelike actuating member comprises an inner shaft and said supporting means comprises an outer casing receiving the inner shaft for relative longitudinal movement, said operator being connected to the inner shaft for moving the inner shaft longitudinally relative to the casing to unlock the coupler.
 14. In an uncoupling arrangement for actuating the lock lifter beneath a coupler head of a railway car for unlocking the coupler; a linkage connected to the lock lifter, a flexible cable extending generally between the linkage and a side of the railway car, said flexible cable including an inner shaft and an outer casing, a manual operator mounted adjacent a side of the car and connected to one end of said inner shaft for rotating said inner shaft relative to the outer casing, the other end of said inner shaft being connected to said linkage for imparting a rotative movement thereto, said flexible cable having sufficient slack to allow full longitudinal and lateral movements of the coupler without appreciable relative movement of the inner shaft and outer casing of the flexible cable, meAns connected to and anchored beneath the coupler head restraining said outer casing against rotative movement with the inner shaft and reacting forces resulting from the rotation of said inner shaft, and additional means on the body of the railway car restraining the outer casing against rotative movement with the inner shaft and reacting forces resulting from the rotation of the inner shaft to permit relative rotative movement of the inner shaft for unlocking the coupler head. 